Electric railway-signal.



I No. 759,543. PATENTBD MAY 10, 1904. v E; W. MOGUIRE.

ELECTRIC RAILWAY SIGNAL. APPLIOATION FILED AUG. 15, 1902.

H0 MODEL.

Patented May 10, 1904.

PATENT OFFICE.

ELI/VOOD W. MCGUIRE, OF RICHMOND, INDIANA.

ELECTRIC RAILWAY-SIGNAL.

SPEC1FICATION' forming part of Letters Patent No. 759,543, dated May 10,1904.

Application filed August 15, 1902. Serial No. 119,768. (No model.)

To (all whom, it may concern:

Be it known that I, ELwooD W. MCGUIRE, a citizen of the United States,residing at Richmond, in the county of Wayne and State of Indiana, haveinvented certain new and useful Improvements in ElectricRailway-Signals, of which the following is a specification.

My invention relates to an electric block signal system for railroads.

My invention contemplates the use of two independent electricblock-circuits, one of which controls a safety-signal, the other adanger-signal. These circuits are derived from suitable power sourcespreferably distributed at appropriate intervals along the track, and thecircuits are disposed in the rails and certain contact-rails parallel tothe track.

.These circuits are respectively connected through the engine-wheels andtransmitted to the engine-cab to actuate the respective signals.

Of course my organization and arrangement of the electric connections,terminals, &c. constitutes partial circuits in the absence of thelocomotive. The safety-signal partial circuit is closed for each blockwhen any locomotive is in that block; but the partial circuitfor thedanger-signal is only closed when locomotives are on the contact-railsof separate blocks, and when in this condition the safety-signal partialcircuits are locked out of even partial circuit.

My disposition of the circuits and connections are such that under nonormal conditions can both the safety and the danger signals be receivedat the same time.

' eration of the safety-signal tells the engineer The op ing drawings,forming a part of this specifr cation, in which- Figure 1 is adiagrammatic plan view of my electric block-signal system, illustratingthree bloclosections. Fig. 2 is an enlarged diagrammatic view of duplexswitch-operating instrument with its circuit connections. Fig. 3 is adiagrammatic view of locomotive-truck with the circuit connections.

A A represent the tracks running, say, east and west and suitablyblocked oil" into sections, 1 representing the lap end of the westblock, only partially shown, and 2, 3, and 4. representing thesuccessive blocks going east.

The dotted lines in m, 51 y, and s indicate the division between theblocks 4 and 3, 3" and 2, and between 2 and 1, respectively.

Any source of electrical energy may be used, batteries being shown forconvenience. A central power-station or separate relays may be employed,as desired.

B, B and B represent the danger-signal batteries for blocks 2, 3, and4:, respectively.

C, O, and 0 represent the safety-signal batteries for said blocks 2, 3",and4, respectively. Between each two blocks are the duplexswitch-operatinginstruments E E, F F, and G G, respectively, througheach one of which connections are made and broken from both the safetyand danger signal batteriesthat is, each block has at each end aninstrument connected with the instrument of its adjacent block. Thusblock 1l1as at its eastern end instrument E connected to instrument E atthe west end of block 2. Block 2 has at its east end instrument Fconnected'with the instrument F at the west end of block 3, and block 3has at its east end instrument G connected with instrument G at the westend of block 4, andso on over the route. This duplex switchinginstrument is shown in enlarged diagram, Fig. 2, in which H H representpairs of magnet-coils, and I 1 the armature-levers, suitably pivoted atone end and held by suitable springs out of contact with themagnet-coils.

J, J, J", and J represent the four bind ing-posts of the magnet-coils.On the armature I are two metallic-contact electrode-colhits K K,suitably insulated and making and breaking contact with the stationaryelectrodes L L, respectively. The collar K and electrode L are for thesafety-signal circuit. The duplex armature I has similar collars K K andsimilar electrodes L and L", K and L being for the danger-signal circuitand K and L for the safety-signal circuit.

The collars K and K for the danger-signal circuits are electricallyconnected by the wire 6, which connects through wire Z) with thedanger-signal battery B The collars K and K are electrically connectedby wire a, having connection through wire a with the safety signalbattery C The danger-signal electrodes L L respectively, areelectrically connected through Wire 0 with the danger-signal rails Mgoing east and M going west.

N represents the insulated grounded sections of the track-rails oppositethe contact-rails M M,and (Z represents the wires connected thereto andto the ground, constituting the return or ground circuit end of thedanger-signal circuits.

The safety-signal electrodes of the instrument L L are connected asfollows: L to binding-post J and L to binding-post J through the wires 0and 0 The bindingposts J 2 and J 3 connect by wires with the magneticcoils and binding-posts J and J". d (Z represent the wires from thebinding-posts J J* to the main-track rails of the adjacent blocks. Thusit is apparent that the dangersignal partial circuit goes from thebattery through wires 6 Z), collars K K electrodes L L wires 0 to thedanger or contact rails M M, through the car-wheels and signal device onthe engine to the rail N, and thence to the ground through wire d.

The safety-signal partial circuit goes from the battery through wires aa to the collars K K to the electrodes L L through wires 0 0 to thebinding-posts J J through the magnetic coils, through binding-posts JJ*, through wires Li (Z to the track-rails A, through the car-wheels onthe locomotive to the safety-signal device, and thence through theopposing rail A and back to the battery through return-Wires e.

The wheels on one side of the front locomotive are insulated from theiraxles. (See Fig. 3.) 0 represents these wheels. P represents a thirdwheel at one side designed to run upon the contact-rails M M. frepresents a brush engaging the third wheel P and connected by wire g tothe red or danger-signal light P in the engine-cab, thence back throughwire it to brush 0 and wheel 0 and thence to the opposing track-rail. z'represents the brush engaging the front truckwheels connected by wirewith the green or safety-signal light P in the engine-cab and thencereturning through wire it to the opposing rail. The track being clear,say a train runs onto block 3 from block 4 going west that is, the trainis standing on rails immediately west of the division-line 0 win theeast end of block 3, at which the safety-signal circuit is instantlymade through the locomotive-Wheels and over the following course: fromthe rail A through the wire (Z of the instrument Gr, through the coil ofinstrument Gr, through the wire 0, through the electrode L wire a,branch wire a to the safety signal battery C thence by wire a to therail A, and thence through the safety signal circuits on the locomotive.As rail A is connected by branch wire through block 3, the west end ofthe block 3" will also be energized as follows: starting with the shortrail 25 through wire (Z through instrument F, through the wire 0electrode L, armature switch-lever of instrument F, wires 0 a, battery Cwire a, (at the west end of block 3,) and into the short rail 5, rail 5being connected by branch wires with the rail A- at the beginning of theeast end of block 3". Thus it is apparent that when the train stands onblock 3 the instruments G and ,F at the east and west end, respectively,of block 3 are energized. Therefore the instrument G at the West end ofblock 4: and the instrument F at the east end of block 2 are held withtheir armature-levers locked in position of contact, thus locking in thedanger-signal circuits controlled through the armature-s witches of theinstruments F and G. This operation breaks the contact of collar K withelectrodes L? and also the contact of collar K with electrodes L sobreaking both the safety and the danger signal circuits in theinstrument F. The same operation is simultaneously effected in theinstrument Gr. Now inasmuch as the circuits through the magnet-coils ofinstruments F and G can only be established by passing an electriccurrent through the switches of their companion instruments F and G,respectively, it follows that when instruments F and G are energized bya train in block 3 opening their armature switches the instruments F andG are locked in normal position with the dangersignal circuit closed aslong as the train is in block 3. Note that the danger-signalcontact-rails M at the east end of block 2 and at the west end of block3 are wired together and controlled by the safety-signal switch of theinstrument E at the west end of block 2 and charged from the battery B.In like manner the danger-signal rails M at the east end of block 3 andat the west end of block 4 are wired together and controlled by thedanger-signal switch of the instrument F at the west end of block 3 andcharged by the battery B The same system is illustrated on the southside of the track-that is,danger-signal contact-rails M at the west endof block 3 and at the east end of block 2 are wired together andcontrolled by the instrument Gr at the east end of block 3 and chargedfrom.

battery 15. Likewise the danger contactrails M at the west end of block2 and at the east end of block 1 are wired together and controlled bythe instrument F at the east end of block 2, charged by the battery BTherefore it follows that if the track be clear and a west-going trainis passing on block 3-say as it passes on the danger-signal contact-railM at the northwest side of block 3--it would receive the red signalthrough the instrument E at the west end of block 2 were there not someconnection in proximity to the rail M in the northwest end of block 3adapted to energize the instrument E as the train passes off of block 3onto block 2. It must be remembered that as long as a train is in block3 instruments F and G are energized, and that, therefore, the instrumentF at the east end of block2 cannot be energized; but an insulatedsection of the track opposite thenorthwest contact-rail M of block 3 iswired westward and included in the partial safety-signalcircuit controlcontrolling the instrument E, so as to energize that instrument whilethe train is still at the west end of block 3, and so shutting off thecurrent from the danger-signal contact-rail M at the northwest end ofblock 3. The train enters block 3*, the instruments F and G aremagnetized, and the instruments F and G are locked in contact positionwith their controlling-coils deenergized, so that any train going eastwould receivcthe red signals when it passed onto the contact-rails M" atthe end of block 1 and the beginning of block 2, said rails beingcharged from the battery B of block 3' through wire 0, through electrodeL 01" the instrument F, wires Z) Z), and battery B of block 3, thereturircireuit being through the opposite ground-rails N at the east andwest ends of blocks 1 and 2, respectively. Assuming a train stillstanding in block 3, as the instrument Ur is held in locked position ofcontact any west-going train would receive the danger-signal whenever itpassed onto the contact -rails M, charged by battery B of block 42, theconnection of which is made through the instrument G. Assuming that atrain enters block 2 from block g that is, the train passes west of thedotted line 7 y, forming the division between block 2 and 3-theinstruments F and Gr become demagnetized and the instruments E and Fbecome magnetized, locking their companion instruments E and F incontact position, so that any train approaching in either directionwould receive the danger-signal whenever its third wheel passed onto thecontactrails charged from battery B in block 2 through the danger-signalswitch of the instrument E or charged by battery B of block 3 throughthe danger-signal switch of the instrument F. Thus a train passing alongas it enters each new block magnetizes the instrument at the beginningand end of that block, so rendering it impossible for an engine on theadjacent blocks to receive the green signal and insuring thatapproaching trains will receive the danger-signal in passing onto therespec tive danger-signaling contact-rails, the circuits of which arecontrolled by the firs t-named train.

An east-going train at the end of block 1 would send its danger-signalonto the contactrails M at the end of block 2 and beginning of block 3.The west-going train at the end of block 3 would send its signal ontocontactrails M at the end of block 1 and beginning of block 2, so thatboth trains would receive the danger-signal before either one of thempassed onto block 2. 11' the trains are running in the same direction,the approaching train would receive the danger-signal and stop. Forinstance, assume that an east-going train passes onto block 3', it wouldhold the instrument F in locked position, and consequently thecontact-rails l\ at the beginning of the block 2 and at the end of block1 would be charged from battery B in block 3*, the connections beingestablished through the locked instrument F. The second castgoing trainwould receive the danger-signal at the end of block 1 and the beginningof block 2.

In the preferred arrangement which 1 have shown for wiring thesafety-circuit, represents the wire connecting the battery I with thesouth-track rail A. 3 represents the wire branching from wire a,connecting with the block-rails 4 5. t 5 are connected by the wires 6and 7 with the rails8and 9 and rails 8 and 9 by wires 10 and 11 to themain rails A of the adjacent blocks 2 and 3. Also on the south track A,going east, the wire 1 1 connects rail 4 of block 2 with the green rail15 oi block 3*. Going west the wire 16 connects block-rail 5 of block 3with the green rail 17 of block 2 011 north track A, looking at Fig. 1,cl represents the wire connecting rail 18 of block 2 withthemagnet-eoils of instrument F, the safety-signal circuit of which isformed through the contacting armature-electrodes of instrument F. Rail18 is connected by wire 19 with rail 20 and by wire 21 with themain-track rail A in block 2 going west.

Also the rail 18 of block 2 is connected by wire 22 to green rail 24 ofblock 3" going east.

(Z represents the wire connecting the rail 25 of block 3 with themagnet-coils of instrument F, the circuit of which is formed through thecontacting armature-electrode of the companion instrument F.

Going east from rail 25 wire 26 connects rail 25 with rail 27, thence bywire 28 with main rail A of block 8". Commencing again with rail 25,going west, 30 represents the wire connecting said rail 25 with thegreen rail 31 of block 2 going west.

1f block 1, be clear and a west-going train is leaving block 3, inpassing rails 2 1- and 15 the safety-signal would flash in the cab. The

connections would be as follows: on the north side of the track, rails24:, at the west end of block 3 by wire 22 to rail 18, at the east endof block 2 by wire 19 and 21 and intermediate rail 20 to the main railof block 2, then by branch wires to the short rail at the extreme westend of block 2, and thence by -wire (Z through the magnet-coil ofinstrument E, through the safety-signal switch on the armature-lever ofthe instrument E to the battery, and thence back by similar connectionsthrough the main south-track rail of block 2 to the insulated rail 15 atthe southwest end of block 3*. If a train be in block 1, of course theinstrument E will be energized, opening its safety-signal switch andrendering it impossible for the west-going train in block 3 to receivethe safety-signal switch in passing overthe rails 24 and 15. Thus therails 24 and 15 of block 3 are included in the partial safety-signalcircuit of the main rails of the adjoining block 2*. This including ofthe insulated rails 24 and 15 in the partial circuit of the track-railsof an adjoining block has the following three functions when a currentis received through them: First, it tells a west-going train at the endof block 3 that the instrument E is working; second, it tells also thatthe instrument E at the east end of block 1 is in normal condition, andhence there is no train in block 1; third, the closing of the circuitsthrough rails 24 and 15 by operating the instrument E, if the track beclear, cuts out the current from the rail M at the northwest end ofblock 3 in close proximity to the rails 2 1 and 15.

The same system of wiring is employed in the opposite direction at theeast end of block 2. 2 and included in the main-track partial circuit ofblock 3 Therefore as the westgoing train enters block 2 if it receives asafety-signal as it passes over insulated rails 31 and 17 it indicatesthat block 1 is clear. This circuit would be established as follows:from rail 31 by wire 30, to rail 25 by wire 26, to rail 27 by wire 28,to main-track rail A of block 3*, thence by branch wires and rails ofblock 3 to wire (Z through the coil of magnet G, through thesafety-signal switch of the armature of instrument Gr to battery Cthence by wire a, thence by branch wire and coil connection to the southrail A, thence by wire 11, rail 9, wire 7, rail 5, wire 16 to insulatedrail 17 of block 2*, thence through the locomotive connections to theinsulated rail 31. Should a train be present in block 4, the instrumentG would be magnetized, opening the safety-signal switch of instrument G,so that it would be impossible for the west-going train to close thecircuit through rails 31 and 17. Hence the absence of the green signalon entering a block would indicate the presence of a train in the secondRails 31 and 17 are insulated from block adjoining block to the rear.Note that each block has two contact danger-signal rails on each side.As shown, the contact-rail at the west end of one block is wired to thecontactrail at the east end of the adjoining block and connected to thedanger-signal switch of the instrument belonging to one of said blocks.

Without departing from this invention the contact-rails of a given blockmight be variously wired to the danger-signal switch of the instrumentof any selected block. The principle being given, it is not essentialwhether the danger-signal contact-rail of a given block is controlled bythe danger-signal switch of said given block, of an adjoining block," orof a second adjoining block in either direction. This is a matter ofselection to be determined by the conditions.

It is to be understood that the grounded rails N are equivalent to areturn-wire to the battery. It is evident that the energizing-circuitnot only looks closed the switches of the adjoining blocks, but itcontinually indicates to the engineer in the cab the successiveoperation of the instruments in both directions of the track.

Of course instead of conducting the currents respectively through thesafety-signal and danger-signal apparatus by conducting an electricimpulse to said devices an agency is furnished in the cab which may bevariously utilized in producing signaling effects.

The disposition of the contact-rails as to both the danger and safetysignals may be variously arranged as to location, it being optionalwhether they are relativelyreversed or otherwise modified as toposition, provided they adhere to the principle of circuit-making hereindescribed.

A great many modifications and other dispositions and arrangements ofcircuits and signals can be made without departing from the principlesof this invention, and I do not wish to be limited to particulararrangements any further than is required by the specific reading of theclaims.

It is obvious that the arrangements described as a safety-signal andmagnet operating circuit may constitute an independent operativeblock-signal system, and the last four claims are directed to thisfeature of the invention.

Having described my invention, I claim 1. In combination with anelectric blocksignal system for railways comprising a subdivision ofrails into insulated blocks and a contact-rail for each block, alocomotive carrying insulated wheels, an insulated electrode for saidcontact-rail, a safety and a danger signal device, electric connectionsthrough said wheels and one of said signal devices, and independentelectric connections through said electrode and the other of said signaldevices.

2. An electrical signal system for railways comprising a subdivision ofrails into insulated blocks, a danger-signal contact-rail for eachblock, a magnet-coil and its armature switch-lever in each block, therails of a given block, the magnet-coil of said given block and thearmature switch-lever of the magnet-coil of an adjacent block beingconnected in partial circuit forming a magnet-operating circuit whenclosed, a source of electric supply therefor, the danger-signalcontact-rail of said given block, an adjacent ground-rail, and thearmature switclrlever of an adjoining block being connected in partialcircuit forming a danger-signal circuit when closed, a source ofelectric supply therefor, and means on the 10- comotive for closing saidpartial circuits, substantially as described.

3. An electrical signal system for railways comprising a subdivision ofrails into insulated blocks, a danger-signal contact-rail for eachblock, a magnet-coil and its armaturelever for each block, twoindependent stationary electrodes, two independent coacting electrodestherefor on said armature-lever, the rails of a given block, itsmagnet-coil and one of the coacting pairs of electrodes of an adjacentmagnet-coil being connected in partial circuit, a source of electricsupply therefor, the contact-rail of said given block, an adjacentground-rail, and one of the coacting pairs of electrodes of thearmature-lever of the magnet-coil of an adjoining block being connectedin partial circuit, a source of electric supply therefor, and means onthe locomotivefor closing said partial circuits, substantially asdescribed.

4. An electrical signal system for railways comprising a subdivision ofrails into insulated blocks, a danger-signal contact-rail for eachblock, a magnet-coil and its armature switch-lever in each block, therails of a given block, its magnet-coil, the armature switchlever of themagnet-coil of an adjoining block being connected in partial circuitadapted to be closed by a train in said given block, a source ofelectrical supply therefor, acontactrail for said block, an adjacentground-rail, and the armature switch-lever of the magnetcoil of anadjacent block being connected in partial circuit, and means on thelocomotive for closing said partial circuits whereby the presence of atrain in a given block locks in the danger-signal partial circuit of anadjoining block, there being in proximity to said danger-signalcontact-rail, rails included in the safety-signal partial circuit ofsaid adjacent block, adapted to be closed while a train is passing oversaid danger-signal contact-rail of said given block, thereby energizingthe instrument of said adjacent block, if thetrack be clear, and openingthe danger-signal switch controlling the danger-signal contact-rail ofsaid given block, while the locomotive is passing over saiddanger-signal contact-rail, substantially as described.

5. In an electrical signal system for rail *ays of the coacting pairs ofelectrodes of an adjoining block being connected in partial circult, asource of electric supply therefor, the contact-rail of said givenblock, one of the pairs of coacting electrodes of an adjoining,

block being connected in partial circuit, and means on the locomotivefor independently closing said circuits, substantially as described.

6. An electrical signal system for railways comprising a subdivision ofrails into insulated blocks, each block having a magnet-coil, itsarmature switchlever, two insulated electrodes on said lever, and twostationary coacting electrodes therefor, the magnet-coil of a givenblock being connected in partialcircuit with one of the coacting pairsof electrodes of its neXtad-jacent instrument, in the next block, andthe rails of said given block, the contact-rail of said given blockbeing connected in partial circuit with an adjoining ground-rail, and acoacting pair of electrodes of the magnet-coil of an adjoining block,means on the locomotive for independently closing said partial circuitsand sources of electric su p,- ply for said two independent partialcircuits, there being in proximity to said danger-signal contact-rail,rails included in the safety-signal partial circuit of said adjacentblock, adapted to be closed while a train is passing over saiddanger-signal contact-rail of said given block, thereby energizing theinstrument of said adjacent block, if the track be clear, and open ingthe danger-signal switch controlling the danger-signal contact-rail ofsaid given block while the locomotive is passing over said dauger-signalcontact-rail, substantially as described.

7. An electrical block-signal system coniprisinga subdivision of therails into insulated blocks, a contact danger-signal rail for eachblock, a magnet-coil and its armature-lever for each block, twoindependent electrodes on each lever, two stationary coacting electrodestherefor, the stationary electrodes being normally in contact with thearmature-lever electrodes,

and adapted to be broken when the magnetcoil is energized, the rails ofa given block, the magnet-coil of said given block and one of a pair ofcoacting electrodes of an ad joining block being connected in partialcircuit, the danger-signal contact-rail, an opposite ground-rail, andone of the coacting pairs of electrodes of an adjoining block being connected in a partial circuit, a source of electric supply for each ofsaid partial circuits and means on the locomotive for independentlyclosing said circuit, substantially as described.

8. An electric signal system for railways comprising a subdivision ofrails into insulated blocks, a pair of instruments for each twoadjoining blocks, each instrument comprising a magnet-coil and itsarmature-lever, each armature-lever having two independent electrodes,two stationary electrodes therefor, the magnetcoils of a given blockbeing connected in partial circuit with the rails of said given blockand with the coacting pairs of electrodes of the companion instrumentsof adjacent blocks at each end, the danger-signal of a given blockhaving connection in partial circuit with a ground-rail, and one of thecoacting pairs of electrodes of an adjoining block, a source of electricsupply for each partial circuit and means on the locomotive for closingsaid partial circuits conducting them respectively to signaling devices,substantially as described.

9. An electrical block-signal system for railways comprising asubdivision of rails into insulated blocks, a contact danger-signal railfor each block, duplex instruments at the meeting ends of each twoadjoining blocks, each comprising a magnet-coil, its armaturelever, astationary electrode, a coacting movable electrode therefor on thearmature-lever, forming a magnet-operating switch, a second independentset of electrodes on said armaturelever forming a danger-signal switch,each magnet-coil being connected to the magnetoperating switch of itscompanion magnetcoil, the rails of a given block, its magnetcoil, andthe magnet-operating switch of the adjacent instrument being connectedin partial circuit, a source of electric supply there for, thedanger-signal contact-rail, an opposite ground-rail, and thedanger-signal switch of an adjoining block being connected in partialcircuit, a source of electric supply and means on the locomotive forclosing said circuits, whereby the presence of a locomotive in a givenblock energizes the magnet-coils at each end ofsaid block, therebybreaking the connections through which circuits are established in theadjacent magnet-coil, and thus locking in position the danger-signalcircuits in adjoining blocks, substantially as described.

10. An electrical signal system for railways comprising a subdivision ofthe rails into insulated blocks, a danger-signal contact-rail for eachblock, a pair of companion instruments at the meeting ends of each twoblocks, each comprising a magnet-coil, its armature-lever, amagnet-operating and a danger-signal switch on each armature-lever, themagnet-coil of each instrument being connected with the safety-signalswitch on the armature of its companion magnet-coil, a source ofelectric supply, the rails of a given block, its magnetcoil, themagnet-operating switch of the companion instrument and the source ofelectric supply being connected in partial circuit, the danger-signalcontact-rail of a given block being connected with the danger-signalswitch of the instrument of an adjoining block, a source of electricsupply, and means on the engine for contr'olling said circuits,substantially as described.

11. An electrical signal system for railways comprising a subdivision ofthe rails into insulated blocks, a danger-signal contactrail for eachblock, a pair of companion instruments at the meeting ends of eachblock, each comprising a magnet-coil, its armature-lever, amagnet-operating switch and a danger-signal switch on each lever, saidswitches being normally closed and broken by the energizing of themagnet-coils controlling the armaturelevers on which they are mounted,the rails of a given block, its magnet-coil and the magnet-operatingswitch of the companion instrument being connected in partial circuit, a

source of electric supply, the danger-signal contact-rail of a givenblock, and the dangersignal switch of the instrument of an adjoiningblock being connected in partial circuit, means for opening thedanger-signal switch of the instrument of said adjoining block, whilethe train is passing over the dangersignal contact-rail of said givenblock, if the track be clear, a source of electric supply therefor, andmeans on the locomotive for closing said partial circuits, whereby thepresence of a locomotive in a given block energizes the instruments ateach end of said block, locking in position the danger-signal partialcircuits of adjoining blocks, substantially as described.

12. In an electric block-signal system for railways, a subdivision ofrails into insulated blocks, a pair of companion instruments betweeneach two blocks, each instrument having a magnet-coil and armature,amagnet-opcrating switch and a danger-signal switch on each armature,the armature-switches being connected with the magnet-coils of thecompanion instrument, the rails of each block being connected with themagnet-coils at each end of said block, said rails forming through themagnet-operated switch a partial circuit adapted to be closed by alocomotive in a given block, whereby the magnet-coils of said givenblock at each end are energized, a danger-signal rail for each blockconnected to the danger-signal switch of adjoining blocks, and sourcesof electric supply for said two independent partial circuits,substantially as described.

13. An electric signal system for railways comprising a subdivision ofthe rails into insulated: blocks, a contact-rail for each block, a pairof companion instruments between each two blocks, each instrumentcomprising a magnet-coil, an armature-lever, independentmagnet-operating switch and danger-switch on each armature, themagnet-coils of a given block being connected in partial circuit withthe rails of said given block, and the magnetoperating switches of thenext two adjacent blocks at each end, the contact-rail oi said givenblock being connected in partial circuit with the danger-signal switchof an adjoining block, a source of electric supply for each two partialcircuits, means on the locomotive for independently closing said partialcircuits, a safety-signal on the locomotive, adapted to be actuated bythe magnet-energizing-circuit current, when the selected adjacent blockis clear, and a danger-signal on the locomotive adapted to be actuatedby said danger-signal current, when there is a second train in saidsecond adjacent block, substantially as described.

14:. An electric block-signal system for railway-s com prising asubdivision of rails into insulated blocks, danger-signal contact-railsfor each block, a duplex pair of instruments be tween each two adjoiningblocks, each comprising a magnet-coil, its armature-lever, a

danger-signal and a sai'etysignal switch on each armature, the rails ofa given block being connected in partial circuit with the magnet-coilsof said given block and with the safetysignal switches of theinstruments of the next twoadjacent blocks, there being in each block apair of insulated safety-signal con tact-rails included in the partialcircuits of the main rails of op iiositely-adjacent blocks, thedanger-signal contact-rails of each block beingconnected in partialcircuit with the danger-signal switches of selected blocks, a source ofelectric supply for both partial circuits, a safety and a danger signalon the locomotive, and connections thereon for independently closingsaid two partial circuits whereby they may independently energize theirrespective signal devices on the locomotive, substantially as described.

15. An electrical signal system for railways comprising a subdivision ofrailsinto insulated blocks,'a danger-signal contact-rail for each block,a magnet-coil and its armatureswitch lever at the beginning and end ofeach block each armature-lever having two independent electrodesthereon, two stationary cooperating electrodes therefor, one of the saidpair of electrodes being connected to the coil of the magnet of itsadjoining block, substantially as described.

16. An electric signal system for railways comprising a subdivision ofthe rails into insulated blocks, a contact-rail for each side of eachblock, a pair of companion instruments between each two blocks, eachinstrument comprising a magnet-coil and armature-lever, independentmagnetoperating switch and danger-signal switch on each armature, themagnet-cc'iils of a given block being connected in partial circuit withthe rails of said given block, and the magnetoperating switches of thenext two adjacent blocks at each end, the contact-rails of said givenblock being connected in partial circuit with the danger-signal switchesof selected blocks, a source of electric supply for said two partialcircuits, a safety-signal and a danger-signal on the locomotive,connections on the locomotive for inpendent] y closing said two partialcircuits and conducting them to their respective signals, substantiallyas described.

17. An electric signal for railways, comprising a subdivision of railsinto blocks, for each block a magnet-coil and its armature-lever in eachblock, each lever having an independent safety and danger signal switch,said switches being normally closed and opened when their controllingmagnet-coil is energized, the rails of a given block being in partialcircuit with the magnet-coil of said given block, and the safety-signalswitch of another block, the danger-signal contact-rail of a given blockbeing in partial circuit with the danger-signal switch of a selectedblock, a locomotive having a signal and connection for independentlyclosing said circuits, and electric supply for said circuits,substantially as described.

18, An electric block system for railways, comprising a subdivision ofrails into blocks, a danger-signal contact-rail for each block, amagnet-coil and armature-leverin each block, each lever having anindependent safety and danger signal switch, said switches beingnormally closed and opened when their controlling magnet-coil isenergized, the rails of a given block being in partial circuit with themagnet-coil of said given block and the safetysignal switch of anadjacent block, the danger signal contact-rail of said given block,being in partial circuit with the danger-signal switch of asecond block,the said given block having in proximity to the danger-signalcontactrail, a pair of insulated rails included in the partial circuitof the main rails of the said adjacent block, the main rails of saidgiven block including in their partial circuit a pair of insulated railsbelonging to an adjacent block, a locomotive having signals andconnections for independently closing said partial circuits, whereby agiven block, if the track be clear, the safety-signal is received in thecab from the pair of insulated rails of said given block which areincluded in the partial circuit of the main rails of said adjacent blockindicating that the instrument of said adjacent block is working, andelectric supply for said circuits, substantially as described.

19. An electric block system for railways, comprising a subdivision ofrails into insulated, blocks, a magnet-coil, an armature-lever in eachblock, each lever having an independent safety and danger signal switch,therails of a given block being in partial circuit with the magnet-coilof said given block, and the safety-signal switch of another block, eachblock having a danger-signal contact-rail connected in partial circuitwith the danger-signal switch of said block, a locomotive having asignalthereon, and means for independently closing said circuits and operatingsaid signal, substantially as described.

20. An electric block-signal system for railways comprising asubdivision of rails into blocks, each block having a signal-rail, thesignal-rail of a given block being included in the partial circuit ofthe main rails of an adjacent block, the main rails of said given blockincluding in their partial circuit the signal-rail of an adjacent block,a source of electric supply for the main rails of each block, alocomotive equipped with acontact and circuit connections adapted toengage the signal-rail of a given block and close the circuit throughthe main rails in the said adjacent block, and a signal device on thelocomotive adapted to be actuated by the electric impulse transmittedthrough said signal-rail, substantially as described.

21. An electric block-signal for railways comprising a subdivision ofrails into blocks, each block having two signal-rails, one of saidsignal-rails of a given block, being included in the partial circuit ofthe main rails of an adjacent block in one direction, the othersignal-rail of said given block being included in the partial circuit ofthe main rails of an adjacent block in the opposite direction, the mainrails of said given block including in their partial circuit thesignal-rails of the said two adjacent blocks, upon opposite sides of thegiven block, a source of electric supply for the main rails of eachblock, a locomotive equipped with a contact and circuit connectionsadapted to engage the signal contact-rails of each block, and withcircuit connections adapted to close the circuit through the main railsof the adjacent block, and a signal device on the locomotive adapted tobe actuated by the electric impulse transmitted through saidcontact-rails.

22. An electric block-signal system for railways comprising asubdivision of rails into blocks, each block having a pair ofsignalrails, one of said rails of a given block being connected to oneof the main rails of an adjacent block, the other signal-rail of a givenblock, being connected to the opposite rail of ed to close the partialcircuit of the adjacent block to which said signal-rails of a givenblock are connected, and a signal device on the locomotive adapted to beactuated by the electric impulse transmitted through said signal-rails.

23. An electric block-signal system for railways, comprising asubdivision of rails into blocks, each block having two pairs ofsignalrails, one pa1r of said signal-rails of a given block, beingconnected respectively to the opposite main rails of an adjacent blockupon one side of the given block, the other pair of rails beingconnected respectively to the opposing main rails of an adjacent blockupon the other side of said given block, the main rails of said givenblock being connected respectively to one pair of signal-rails of anadjacent block on one side of the given block and also a pair ofsignal-rails of an adjacent block upon the other side of said givenblock, the main rails of each block being connected in partial circuitwith a source of electric supply which open circuit is adapted to beclosed by the wheels of the locomotive, a locomotive equipped withcontacts adapted to be engaged with said signal-rails and with circuitconnections adapted to close the partial circuit of the main rails ofthe adjacent block to which said signal-rails are connected, and asignal device on the locomotive adapted to be actuated by the electricimpulse transmitted through the said signal-rails.

In testimony whereof .I have hereunto set my hand.

ELWOOD WV. MCGUIRE.

Witnesses:

OLIVER B. KAISER, C. M. THOMPSON.

